Slack-adjuster.



Vl. H. SAUVAGE.

SLACK ADJUSTER.

APPLlcAnoN FILED 1AN.25,1916.

Eatented May 29, 1917.

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METTRE S Per @WEGE WILLIAM H. SAUVAGE, OF FLUSHING, NEW YORK, ASSIGNOR TO GOULD COUPLER COMPANY, A CORE'ORATIGN OF NEW YORK.

SLACK-ADJUSTER.

Application filed January 25, 1916.

To all fr0/Omit may concern:

Be it known that l, lViLLLxM H. SAUVAGE, citizen of the United States, and resident of Flushing, in the county of Queens and State of New York, have invented certain new and useful improvement-s in Slack-Adjusters, of which the following is a specification.

This invention relates to slack adjusters for railway cars, and in its more intense aspect to automatic slack adjusters particularly adapted for the brake rigging associated with railway car trucks.

One of the objects of the present invention is to provide a practical slack adjusterl mechanism which will be simple in construction and having few parts, thereby reducing the cost of manufacture. Another object is to provide an eiiicient slack adjuster for trucks of standard make adapted to insure predetermined piston travel at all times. A further object is to provide a strong and durable slack adjuster of the first above mentioned type particularly7 applicable for the trucks of railway freight cars.

Other objects will be in part obvious from the annexed drawings and in part indicated in connection therewith by the following analysis of this invention.

This invention accordingly consists in the features of construction, combination of parts and in theunique relations of the members and in the relative proportioning and disposition thereof, all as more completely outlined herein.

To enable others skilled in the art so fully to comprehend the underlying features thereof that they may embody the same by the numerous modifications in structure and relation contemplated by this invention, drawings depicting a preferred form have been annexed as a part of this disclosure, and in such drawings, like characters of reference denote corresponding parts throughout all the views, in which-- Figure 1 is an elevational view, partly in section showing such parts of the brake rigging and slack adjuster mechanism as are necessary to fully understand the present invention.

Figs. 2 and 3 are detail views taken at right angles to each otherI with certain parts in section, broken away, or removed en; tirely, to more clearly show the construction of the device.

Specification of Letters Patent.

Patented May 2i?, 11917.

Serial No. 74,189.

Eig. a is a perspective view of the return spring.

Referring now to the drawings in detail and more particularly to Fig. 1, 5 denotes a truck bolster of standard type as shown in dotted lines provided with a projection 6 at one side to which is pivotally connected a dead lever support 7. A dead lever 8 is pivotally mounted on its support at its upper end and connected at its lower end 10 to a push rod 1l connected indirectly with the lower end of live lever 12. The upper end of this live lever is pivotally connected to the enlarged looped end 14.- of pull rod 15. rlhis loop is adapted to coact with the bolster or frame 5 on return of the parts to normal position and act as a stop therefor.

Brake beams 16 provided with bifurcated struts 17 are associated with both of the levers and are provided with brake shoe heads and shoes adapted to coact with the peripheries .of adjacent wheels.

Jin order to take up the slack in the brake rigging in a reliable and efficient manner wear takes place, a temporary take-up and holding device is interposed between the live lever and push rod. rlhis device comprises a slotted 23a-shaped link or adjusting rod 2O provided with a relatively long slot 2l at one end adapted to connect with a friction clamp device mounted upon the push. rod l1. rlhis clamp may be of any desired type, such as spring pressed washers engaging opposite `sides of the rod, adapted under certain circumstances to permit relative movement of the parts in either direction but normally of sufficient tension to permit movement in one direction only and act as a point of support as will be hereinafter more fully explained. The opposite end of the link 20 is provided with a relatively short slot 23 through which passes the pivot 211. of the connection between the live lever and its strut 17. This slot provides for the predetermined brake shoe clearance or lost motion in the brake rigging.

At the lower end of the live lever as shown more clearly in Figs. 2 and 3 is mounted a permanent take-up and holding device. This device comprises a housing 25 pivotally mounted between the bifurcation at the lower end of the live lever 1Q and through which housing passes an extension of the push rod 11. Within the housing 25 are a plurality of dogs 26 normally lying in inclinedI or canted position under the action of aV spiral spring 27. These 'dogs are rectangular in shape and are provided with openings of a shape conforming to the cross section of the push rod 11 only slightly greater in one dimension especially. The edges of the holes are case hardened in order that the device will bite into the push rod and hold the same against relative movement. A release device 2S of substantiallly U-shaped cross section, as shown in Fig. 2, also provided with openings, surrounds the vextension of the push rod and an inward movement of this release mechanism which may be accomplished through intervening connections 29 extending to the sides of the truck will cause the dogs to move to vertical position against the action of the spring 27 and permit movement of the push rod 11 to original position as is desirable when applying new brake shoes.

In order to insure a return of the parts to normal position a spring 30 is preferably associated directly with the live lever and in the present case this spring 30 is of substantially U-sliaped appearance, its ends being connected by a transverse bolt which bears against the narrow edge of the live lever while its lower end coacts with the under side of the strut 17. The intermediate or side portions of the spring are coiled about the pivot pin 24 thus maintaining a normal predetermined angular relation between the parts 17 and 12. On application of the brakes this spring will be tensioned due to ,the variance in angular relations between these parts and conversely when the braking power is released the spring will tend to restore the parts to former position.

The device operates in substantially the following manner: Upon application of the braking power the pull rod 15 is moved toward the right, Fig. l, which causes the usual action and reaction through the live lever, push rod and dead lever, to bring the brake shoes into contact with the peripheries of the adjacent wheels. If excess travel of the brake rigging takes place above that allowed by the slot 23, a corresponding slipping takes place in the friction clamp device 22 and slot 21, making it possible for the brakes to perform the desired function. On release of the braking power the tensioned release spring 30 comes into play to restore the parts to their normal position and more especially to restore the normal angular relation between the live lever and its strut. By reason of the lost motion slot 23 the brake shoes will first drop away from the wheels and if the stop 14 integrally connected with the pull rod 15 has not completed its return to normal position against the frame the pivot pin 24 will act as a fulcrum by reason of the prevention of further movement of the adjusting rod and cause the housing and associated parts to be moved along the extension of the push rod 11 by the continued movement of the live lever a distance corresponding exactly to the excess travel. This alternating action between the temporary and permanent take up devices will take place from time to time as wear of the part occurs until it is necessary to replace the worn brake shoes.

In order to do this the release mechanism 28 is actuated to bring the dogs 26 into a position normal to the aXis of the push rod 11, and by inserting a bar between the periphery of the wheel and brake shoe the parts may be returned against the action of i,

the friction device 22 to their original position. The brake shoes are then changed and a test application of the brakes will automatically adjust the parts and provide for the desired brake shoe clearance.

It is thus seen that the present invention provides a simple and practical mechanism which will be reliable and eilicient in its action and accurately and automatically adjust the parts to provide constant and uniform piston travel at all times.

l/Vithout further analysis, the foregoing will so fully reveal the gist of this invention that others can by applying current knowledge readily adapt it for various applications without omitting certain features that, from the standpointof the prior art, fairly constitute essential characteristics of the generic or specific aspects of this invention,

andtherefore such adaptations should and i are intended to be comprehended within the meaning and range of equivalency of the following claims.

I claim:

1. In a slack adjuster, in combination, a live lever having a take up device connected therewith at its lower end, a dead lever, a push rod between the dead lever and the take up device, and adjusting means between tlie push rod and the live lever having a lost motion slot and a temporary take up slot at its points of connection.

2. In a slack adjuster, in combina-tion, a live lever having a take up device directly connected therewith, a dead lever, a push rod between the dead lever and the take up device, adjusting means between the push rod and the live lever', and a release spring coacting with the live lever adjacent the point of connection between the live lever and the adjusting means.

3. In a slack adjuster, in combination, a pull rod, a live lever actuated thereby, a bifurcation at its lower end having a take up device connected therewith, a dead lever, a push rod between the dead lever and the take up device, adjusting means between the push rod and the live lever, a release spring coacting with the live lever, and a. stop at the. upper end of the live lever formed by a continuation ot the pull rod adapted to limit the return movement or' the live lever to normal position.

l. ln a slack adjuster, in combination, a live lever, apermanent take up and holding device carried by said lever, a dead lever, an intervening push rod between the levers and said de tice, and an adjusting means between the live lever and the push rod, said adjusting means having a yielding trictional connection at one end yieldable in either direction and a lost motion connection at the other.

5. ln a slack adjuster, in combination, a

live lever, a )ermanent take u u and holding device connected with said lever, a dead lever, an intervening push rod between the dead lever and holding device, an adjusting means between the live lever and the push rod, having a frictional connection at one end yielding in either direction and a lost motion connection at the other, 'aid holding device and adjusting means being l cated at opposite sides of the live lever.

(S. ln a slack adjuster', in combination, a live lever, a holding device pivotally connected to its lower end, a push rod coacting with said holding device, an adjusting means between the live lever and one of said parts, and a release spring associated with the point of connection between the adjusting means and the. live lever.

T. ln a slack adjuster, in combination, a live lever, a holding device pivotally connected to its lower end, a push rod coacting with said holding device, an adjusting means between the 'live lever and one of said parts, and release spring associated with the point of connection between the adjusting means and the live lever, said spring being of U-shaped construction and coacting at one end with said live lever and having its sides coiled about the connectionA between the adjusting means and the lever.

S. In a slack adjuster, in combination, a live lever, a pull rod pivotally connected with the upper end oi' said lever, a stop associated with one of said parts adapted to engage the truck frame on return of the parts to normal position, a strut pivotally connected to the live lever intermediate its ends and a. release spring coacting with the pivotal connection between the strut and live lever.

9. ln a slack adjuster, in combination, a live lever, a pull rod pivotally connected with the upper end of said lever, a stop associated with one of said part-s adapted to engage the truck traine on return of the parts to normal position, a strut pivotally connected to the live lever intermediate its ends, and means for taking up the excess travel of the brake rigging associated with the lower end of said live lever and opposite said strut, said means comprising a housing,

a. push rod therein, a positively acting friction dog carried by the housing engaging said rod and yielding frictional means adapted to cause a progressive movement of said dog along said rod.

10. ln a slack adjuster, in combination, alive lever, a pull rod pivotally connected with said lever, a strut pivotally connected t-o the live lever intermediate its ends, a release spring coacting with the pivotal connection of the strut and live lever, and means for taking up the excess travel of the brake rigging associated with the lower end of said live lever, said means comprising a push rod, adjusting means, and a permanent take up and holding device, said means and device being located on the opposite side or' the live lever from said strut.

ll. ln a slack adjuster, in combination, a truck frame, a dead lever pivotally supported from one side of said frame, a live lever, an actuating rod at the opposite side of said frame, a stop associated with said last-mentioned part adapted to coact with said irame on return oi the parts to normal position, a push rod between the lower ends of said levers and having an indirect connection with one of them, a take up and holding device acting upon said push rod, adjusting means associated with one of said levers adapted to act upon the take up and holding device on release of the brakes when excess travel occurs, and means operable from without the housing for releasing the holding means within the housing to permit relative movement of the push rod with re-.

spect to the housing in either direction.

l2. ln a slack adjuster, in combination, a live lever, a dead levei, a bolster between said levers, a holding device at the lower end of the live lever, a push rod connected with the lower end of the dead lever and said housing, a relatively flat :f5-shape adjusting rod coacting between the live lever and the push rod adapted to actuate the holding device on release of the brakes when excess travel of the rigging occurs, said dat adjusting rod having slots near each end one of which constitutes predetermined lost motion for brake shoe clearance and the other for permitting the temporary takeI up of the eX- cess travel.

13.' ln a slack adjuster, in combination, a live lever pivoted intermediate its ends, a pull rod connected to the upper end, a bifurcation at its lower end, a housing carried by said bifurcation having holding means therein, a push rod coacting with said hous-4 ing adapted to be engaged by the holding means, a brake beam strut adjacent the le ver at its pivotal connection, an adjusting rod between the push rod and said pivotal connection, said adjusting rod having a lost motion slot at one end and a temporary take up slot at the other end, and a yielding fricin, a push rod coacting with said housing adapted to be engaged by the holding dogs, a brake beam strut adjacent the lever at its pivotal connection, an adjusting rod between the push rod and said pivotal connection, said adjusting rod having a lost motion slot at one end and a temporary take up slot at the other end, a yielding frictional clamp adapted to cooperate with the take up slot,

and a U-shaped return spring having its intermediate parts coiled about the pivotal connection of the live lever and its ends coacting with the live lever and brake beam strut respectively.

15. In a slack adjuster, in combination, a live lever, an actuating rod connected at the upper end thereof, a push rod at the lower end, an intermediate housing forming the connecting means between the live lever and the push rod, a relatively flat S-shaped adjusting rod between the live lever and the push rod, a brake beam strut at the point of connection between the live lever and adjusting rod and a return spring acting between the strut and the live lever adapted to maintain predetermined angular rela,- tion therebetween when the parts are in normal position.

1G. In a slack adjuster, in combination, a live lever, an actuating rod connected at the Gopies of this patent may be obtained for upper end thereof, a push rod at the lower end, an intermediate housing forming the connecting means between the live lever and the push rod, a relatively flat S-shaped adjusting rod between the live lever and the push rod, a brake beam strut at the point oi` connection between the live lever and ad justing rod, and a return spring acting between the strut and the live lever adapted to maintain predetermined angular relation therebetween when the parts are in normal position, said adjusting rod having a lost motion slot at one of its points of connection.

17. In a slack adjuster, in combination, a live lever, an actuating rod connected at the upper end thereof, a push rod at thev lower end, an intermediate housing form- `ing the connecting means between the live lever and the push rod, a relatively7 flat shaped adjusting rod between the live lever and the push rod, a brake beam strut at the point of connection between the live level and adjusting rod, and a return spring acting between the strut and the live lever adapted to maintain predetermined angular relation therebetween when the parts are in normal position, said adjusting rod hav ing a lost motion slot at one of its points of connection, and a yielding friction clamp coacting with said adjusting rod adapted to temporarily take up and register the excess slack due to wear of the parts.

Signed at New York, in the county of New York and State of New York, this 16th day of December, A. D. 1915.

WILLIAM I-I. SAUVAGE.

ve cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

